Triple valve for air-brakes.



S. G. NEAL. TRIPLE VALVE FOR AIR BRAKES. APPLICATION FILED 00T.21, 1914,

VIII/I l 17 f/ M l/ hO7 d I4 3 j f Patented Jan; 19, 1915.

SPENGER Gv. NEAL, @F LOS ANGELES/CALIFORNIA, rSSC-.NOR TO CALIFORNIA VALVE N AIE BRAKE COMPANY, OF .LOS .eNG-ELES, CL'ERNA, A CORPORATEGN UY? TR-FLE VALVE FOR ARBRAKES.

meneer Specification of Letters Patent.

To JZ '1r/lima. i muy wacom.'

Be ii known that l'. SPENCER G. NEAL, a citizen olihe Unied States, resident the eiizy of Los illnfeles, county of LoS fingeles, Siate of California, have iuvened certain rlev'v and useful improvements in Triple Valves 'For .fr-Brakes, of which the following' is a speoilioation. i

This invention relates to .improvements in the triple valve v(iovered hy my Patents Nos. lfrlllil, dated Noveniher ll., 191B, and '1.0927759, dated lleeeinlier al), 1913, the iniproven'ient being especially desirable when aaiil triple valve ie used in a braking lem embodying ihe auxiliary presen-re con trol valve shovvn in my Patent No. '1109i .T5-l, dai'ml March 3' et, 19H.

'Une of the important. ohiae'te ol' 'ihr in vuntion to provul.

e mean-S vvherehy the auxiliary reeervoir ilireesure may he uiaiitained ai a pressure .sliglitly helovv normal train linev pressure, a Spring device being employed to Close the valve controlling couiinunioaion lietvvoen the train line and 'the auxiliary reservoir.

lntho operation oi? the triplo valves ehovvn in the herein-uieutioned patents; in Connectionrivith the auxiliary pressure control valve oi" lateut- No. LOS-HJM, there is nu means for supiilying auxiliary reservoir leaks afi-er a service application oi" the braken. lter.' such a. liraliing operaiiou the pressure contr/.il valve is piactieilly looked hy the auxiliary reservoir pressure against train pipe pressure and the restoration ol normal train pipe pressure to elieet a reA leaffte ie not; suiiieient to operato the pressure control valve to supply any leakage ironi` the auxiliary reservoir. A

lt is a further object ol this iuvenion to provide meansy in the triplo valve vvherehy any leakage honi the auxiliary reservoir may he compensated 'l'or liy a very slight vleeelin of air lhrouoli the tri ile valve. Bv'

21 u ilu'ov'ullngr the of a iriple valve constructed in acera-dance with my pate-ni Tio. LOSLQYS, showing he :iiuiiliary presf'sure device. in position @therein; Fig'. 3 a detail sectional view of a slightly modified l'orni of the invention; and F l an enlarged dei-ail sectional View oi the central porion of the main movable abutment oi' the triple valve.

Referring to Fig. l or' the drawing, A. designates 'the train pipe, B the nralve eylinder, l lthe auxiliary reservoir, D the iriple valve and l ihr auxiliary reservoir prossure control valve ln Fig. 2, l designates 'Ehe train pipe con neiziion vo the triple val-` ihe main train pipe eliainher. ilove the said eiieinher e" l st-iparr'rtefl hrrelroni hy the inain biliaire-nil or diaphragm is an auxiliary chamber Al which in eonaiaur communication with the au, .iary reservoir through lie auxiliary pase-apr ln order that said abuiinent l may operate valves hereinaer described, lha saule ie made to cooperate vvi i a hollouv upright valve sl'ein G provided Wih a reduced upper end upon which are screwed i nuts 7.

The niain diaphragm carries a Sliding head which haa a Working iii; around ihe Stein 6 and provided with a downwardly 'facing valve Seat 9, which eooiierutes vvi'h the charging valve ll, which is a part oi: upright rod or Stein il. Se' valve alieni 6 for. i' a `guide for theslid; head S so that the air pressures upon lhe diaphragn'i 3 may he utilized to poeieivelgf open and eloee Said valve ll.

leerring more in detail to the construei'ion and operation oil? the valve device Within the head S, the hollow rod 6 is open its lovver end. hut the here in said rod `ierminaes at a point a little heloiv the valve, 'll aa indicated hy doued linee in Fig. Air is adinit'ed hrough inlets l2 into the upper portion nii-the here or. said rod 6. Said inlee` 1Q coinlnuuicaie with a clearance ,ll around said valve ll. A plurality ol i'iorie l5 lead through the Wall of the head S to adu'lit air to Said clearance lui, -honee to the inleS l2 which communicate with *bhe interiml oi the. hollow rod v0. The upper portion oil hollow rad G is provided with ay aeniea'l'iat reduced poi-Lion which forms bhe valve il already referred to. Above Said valve ll lfhe stein is provided with a more V'.e:lueed portion i7. the clearance around am 4- Tv a l l le ,rien Lelli dan.. if,

which will conduct the air to chamber 4 fromaround the hollow rod 6 when the valve 11. is opened.

Beneath the main train pipe chamber Q :1nd separated therefrom by crosswall 19 is a chamber 2l having a vent port 2Q. Around the rod G is a stalling-box '23 to provide an air-tight fitting through wall 19.

'llie eoualizing abutnient 2l extends across the lower side of vent chamber 21 to separate said chamber from the equalizing chamber 25.

llollow rod has an enlarged portion 26 provided with the upper abutment flange or plate 27. rThe lower end ot' said rod screws into a valve cage 28, said valve cage -being surrounded at the top by the lower abutinent'flange 29. The lower portion o'l' said rod 6 is enlarged to lorm an annular shoulder 31 which. abuts against the lower side of cross wall 19 to limit the upward travel of said rod. Said valve cage and rod afford communication between said equalizing chamber 25 and train pipe chamber i?. Said valve cage 28 forms a small chamber 30, the outlet from which is controlled by a valve having a downwardl)1 extending stem carrying a plunger 34 slidable within said valve cage 28. Said langer 3l carries at its lower end an exiiaust valve 35 that opens and closes a vent llr. The valve cage 12S is provided with passages 28" below valve 3L). -iaid valve 35 cooperates with a valve seat 135 on the upper end ot' an externally thm-aided :id-- justable bushing '1556. Said bushing 13V is retained in the adjusted position by a lock nut lili'. Chamber Q5 is inclosed by a easing ISS upon the lower end of which is scrmved a |)roteeting"cap '1.35) having vent openings l'l l. Said valve has a head 3G in which the lower end ol." plunger Ill seated and to which said iilunger is con nected.

l'he operation ol the .parts described is precisely the same as set forth in my aforesaid lateut No. 1.092.758; and the remaining portions ol' the triple valve are construeted and operate as shown and described in said patent, and it is, therefore, thought unnecessary to further describe them herein.

lhwtween the. two clamp nuts 7 of the re duced portion VI7 ol the valve stem is secured a disklike spring A1-0 which exerts a slight pressure on the main diaphragm 3 tending to seat valve l) and to unseat the supplementary feed valve 9 at the upper end of the portieri 1T of the valve stem. The spring #l0 exerts a predetermined pressure on the diaphragm and the feed valve 9 will be closed when the auxiliary:reservoir pressure, plus the pressure of spring 40, equals the normal train line pressure. The auxiliary reservoir is, in the first instance, charged through the control valve E as Vof brake cyliiuler pressure and :liuxiliary reservoir pressure through an emergency application ot' the brakes. ln the initial eharging ot' the apparatus the air pressures in chambers and l of the triple valve are ezpialized and the spring 40 operates to close valve. Sl slig ,fhtl \v before said equalization takes place, the pressure of said spring being;l preferably equalV to about four or five pounds. Alter a service application of the brakes the au;\iliar \Y reservoir cannot bc 'overcharged or the pressure therein raised through valve ll b v an increase in trainline pressure so that said valve under these conditions prevents au overcharging of thc auxiliary reservoir.

Should leaks occur which reduce the auxiliary reservoir pressure to a point where said pressure plus the pressure of spring -l0 does not equal train line pressure the main diaphragm 3 will be moved ulnvardly by train line pressure to unseat valve 9 and per mit air to flow -past valves 9 and 9" into the auxiliary reservoir chamber. It is manifest that until the pressure in the auxiliary reservoir chamber --l is reduced to a point where the pressure on diaphragm 3 is less than the pressure in the train pipe chamber` valve` l) will be held closed. After the first service application of the brakes, (and the consequent locking ol the control valve E) when the pressure 1n the auxiliary reservoir chamber 4 is reduced by leakage, said pressure cannot be again raised to an equalization with train line ln'essure by reason of the use of the springdO. lt is manifest that when feeding air into the auxiliary reservoir around valves 9 and 9**'s`pring /LO will assist auxiliary reservoir pressure in seating valve 9 to thereby stop the feed of air from the train pipe into the auxiliary reservoir chal ber,` and, therefore, said auxiliary reservoir chamber pressure will be maintained at a pressure below the normal train line pressure. By providing the spring 40 air will be fed from the train line into the auxiliary reservoir chamber l very slowly and only suliciently to compensate for the leaks f' m the auxiliary reservoir. Should this .leak be excessive, or should the be raised rapidly the diaphragm 3 will be forced upwardly by train line pressure. and valve 9 closed. 4

The valve 9 is not primarily a charzine mf haben locker@ No. 1,082,758. In nppzuaus the spring 'fend valve when she n 1'. sur@ has rezichd a IOW the noruw course, should lvm] Qca-m' ilmy in' pmx tmf@Av tha '0pm wl and, h@ lanc von' passing hmm-bhe Umm lxizu'v Voir Fm @13519 fm-Wmv n. um

line chamber when the auxiliary reservoir pressure is a predetermined amount below (rain line pressure.

A triple valve -for air brake apparatus provided with a train line ehamber and an au'vilialv reservoir ehamber. a movable abutment between said chambers. a lvalve rontrollingr eommilnimition between said chambers and adapted to bel opened and Closed by tbe movement of the said abutment-` a spring in the auxiliary reservoir chamber and bearing' on said abutment and adapted to clore eominuniezltion between `@aid ehamber and the train line chamber when thev pressure in the auxiliary reservoir rhamber is a prede(ermined amount below the train line pressure.

7. A triple valve for air brake apparatus vprovided with a train line chamber and an auxiliary reservoir chamber, a movable abutment between Said chambers. a valve controlling' eommunieation between said Cham hers and adapted to be opened and closed bv the movement m" the Said abutment. a ISpring?!` in the auxiliariv reservoir chamber 'and bearing on said abutmentand adapted to close eounuunieation between Said chamber and the. train line chamber when the pressure in the auxiliar)v reservoir chamber plus the pressure ol the said springsequals the train line pressure.

8. A triple valve for air brake apparatus provided with a train line chamber and an auxiliar)v reservoir elnuiiber. a movable abutment between said chambers, a pair of valves Controllingr communication between said ehan'ibers and adapted to be opened and elosed by the movement 0l the. said abutment. one oil said valves being adapted to be rlosed when tbe abutment moves in one. direction, the other being adapted to be closed when the alfiutment moves in the opposite 'direetioih a Spring in the auxiliaifv' reservoir ehamber and bearml on said abutment and adapted to elose eommunieation between said ebamber and the train line ehaniber 'when the pressure in the auxili-.nvY reservoir is a predeterniined an'iount below the train line pressure.

il. An air brake apparatusy eonnn'ising a. train line, an auxiliar),v reservoir. a valve interposed between the train line and the auxiliary reservoir to control auxiliary reservoir pressure. and through which the auX- iliary reservoir is ebarlgrevl. a triple valve provided with a train line chamber and an auxiliar)v reservoir chamber` a movable abutment between said chambers. a pair ol valves Controllingr eomnnmieatlon betiveen said ehamberay and adapted to he'opened and Closed b v the movement of said abutment. and means4 t'or holding;- said valves in their midway iiiosition to permit air to flow .from the train line chamber toV the auxiliary reservoir el amber to compensate for leaks in the auxiliar)v reservoir.

10. A triple `-alve provided with a train line chamber and an auxiliary reservoir el'lamber, a movable abutment separating; Said chambers. a pair ol. valves controlling eonunnnieation therebetween and operated by the abutment. and means in the auxiliary reservoir chamber-tor opposing: thel pressure in the train line chamber to holdv the valves in their midwa v poition to compensate for slight reductions in the auxiliarjv reservoir pressure.

In testimon)v whereol` l hereunto affix in v signature in the presenee of two witnesses.

SPENCER- i. NFAL.

lVitnesses i G. V. Puuuac,

(ir. (l. VVremNs. 

